Crank-shaft.



J. E HOLVEEK. CRANK sum.

APPLICATION FILED FEB. 16. I915- 1,g3,71 Patented Apr. 17, 1917.

2 SHEETS-SHEET I.

WITNESSES x I 'l/VVE/VTOI? Joseph E. Holveck A FOR/W578 BY 7774 v J. E. HOLVECK.

CRANK SHAFT. APPLICATION FILED FEB. 16. I915.

Patented Apr. 17, 191?.

2 SHEETS-SHEET 2- WITNESSES s'rA Es PATENT omen.

JOSEPH E.. HOLVECK, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE ALDRICH PUMP COMPANY, OF ALLENTOWN, PENNSYLVANIA.

CRANK-SHAFT.

To all whom, it may concern:

Be it known that I, Josnrn E. HOLVECK, a citizen of the United States, and a resident of Pittsburgh, inth county of Allegheny and State of Pennsylvania, have invented. a new and Improved Crank-Shaft of which the following is'a full, clear, an exact description. 1 v

Myinvention relates to crank shafts, and the object thereof is to provide a crank shaft in which theangular relation of the cranks is such thatthe total load on all the bearings of the shaft is more evenly distributed than is possible with the crank shafts. in use at present.

With the above and other objects in view,

the nature of which will more fully appear as the description proceeds, the invention consists in. the novel construction, combina-'. tion and arran ement of parts as herein fully described, illustrated and claimed. In the accompanying drawings, forming part of the application, similar characters of reference indicate corresponding parts in all the views, and e Figure 1 is a side elevation of a crank shaft embodying my invention;

Fig. 2 is an end view thereof in the direction of the arrow 2 in Fig. 1;

3 is a section on line 33, Fig. 1; Fig. 4 is a section on line 4-4, Fig. 1;

Fig. 5 is an elevation of a modified structure of'the shaft;

Fig. 6 is an end view thereof in the direction of the arrow 6 in Fig. 5;

Fig. '7 is a side elevation of, a further modification of my shaft; and

Figs. 8 'and 9 are diagrammatic side and end elevations'respectively ofan ordinary crank shaft as used at present.

Before proceeding to a more detailed description of my invention, it must be clearly understood that although the crank shaft herein described and illustrated is mainly intended for use in connection with pumps,

the same can be as efliciently used with in-' ternal combustion engines or other ma:

'chinery utilizing crank shafts; and, fur- Specification of Letters Patent.

Patented Apr. 17, 1917.

Application filed February 16, 1915. Serial No. 8,489.

ther, although the description and. illustrations refer to a quintuplex crank shaft, the

same reasoning will apply to a crank shaft formed of more or fewer cranks.

Referring to Fig. 1, the crank shaft has four main bearings, a, b, c, and d, located on a common axis tay, and five crank bearings A, B, 'C, D, and E, on the side of said axis. The crank bearings in the end crank bearing A, the crank bearin%B is atan angle of 216; C is 72 from A;

is 144 from A; and D is 288 from A. That is to say, through the angular distance between the successive cranks clockwisethey are 216 apart, and counter clockwise they are 144 apart. When the crank shaft is rotated, the successive cranks will pass successively .a fixed, point p in the end elevation. That'is to say, assuming that the crank shaft rotates in the direction of the arrow shown in Fig. 2, the crank B will pass 'the'point p, not after the crank A has passed it, but after the crank D has passed the point p in the plane m n. K

The usual way is to have the cranks in a five-crank shaft to pass a point p in the plane m n in the end elevation of Fig. 9 consecutively and not alternately, as the angular distance between the successive cranks is 72 in lieu of 144. It will be seen from Fig. 9 that the cranks A, B, C, D,

and E will pass the point p in the plane m n successively and that the angular distance from the crank A to the successive cranks increases in steps of 72 when measuring in clockwise direction and is 288 from the crank E, while it is 144 in Fig. 2. In

a pump the crank bearings pass through 180 on the discharge and on the suction strokes. The suction pressure cannot be more than 14.7 pounds; and the discharge pressure runs from 150pounds per square inch in ordinary, service to 10,000 pounds per square inch in hydraulic work. The

' inclusive) V lows:

When crank bearings E and C arewithin 180 of the discharge stroke, the load will be carried by the bearings 12, 0, andd (see Fig. 1). When the cranks E, C, and A are in the discharge semicircumference, the bearings a, b, c and d will carry'the load. When the cranks G and A are in the discharge circumference, the bearings 11, b, and 0 will carry the load. When the cranks C, A, and Bare within 180 ofthe discharge strokes, the bearings a, b, c, and d will carry the load. When the cranks 'A and D are within 180 of the discharge stroke, bearings (1,6, 0, and at will carry the load. When the cranks A, B, andD are within 180. of the discharge stroke, the bearings a, b, a, and at will carry the load. When the cranks D and B are within 180 of the discharge stroke, bearings a, b, c, and d will-carry the load.

. When the cranks D, B, and E are within 180 of the discharge stroke, the bearings a,

J), c, and 41 will carry the load. When the cranks B and E are within the circumference of the discharge stroke, bearings a,-

b, c, and d will carry the load. When the cranks 'B, E, and C are within 180 of the discharge stroke, the bearings a, b, '0, and d a will carry the load.

. The followin I the load carrie by the main bearings when any of the above-mentioned cranks are within 180 of the discharge stroke.

k Within 180 of Lead on bearoad on bearthe disehnr e t v stroke. 3 tugs EC b-c-d c-b-e-d ECA CA b-o-d a -bcd GAD AD a-b-o-d' c-b-o-d ADB DB wb-cd a-b-c-d DBE A BE a-b-e-d a -b-cd BEG In all these cases the three loads are distributed over the four bearings a, b, 0, and (Z, and two loads over three bearings b, c, d and a, 6,0 in two instances and over four V bearings in three instances.

Considering the cycle of operation of a table will at a glance show usuai crank as shown in Fig. 8, it will be as From this table it will be seen that with a maximum of three plungers the load is distributed over four bearings three in stances, and over three bearings"in"two instances. With two plungers o crating within 180 of the discharge stro e, the load is distributed over two bearings in' two instances and over three bearings in two instances, and four bearings in one instance.

It is evident from these tables, the description and the illustrations that my shaft has decided advantages over the usual crank shafts, as the load is more evenly distributed on the main bearings by means of my crank shaft than by the usualcrank shaft. It also reduces vibration in the machine and the tendency of the frames to weave, due to the fact that the load is more evenly distributed through all of the main bearings.

In Fig. 5 a modified shaft is shown which difiers from the structure in Fig. 1 insomuch that the same is formed of three parts, 10, 11 and 12, of which the part 11 has one flangel3 adapted to be connected to a corresponding flange 13 provided at one end of the parts 10. The flanges can be secured to each other in any suitable way. It will be noted that the part 11 ofthe crank shaft contains the main bearingsa" and b" which 1055 simultaneously carry the load in any position of the cranks of,the shaft,v as can be easily seen from the' first table.

In Fig. 7 the crank shaft .isshown of a single piece and has only'two main bearings, 110

they will alternately pass a fixed point in V f any elevation of the shaft in lieu of successively passingthe same point, as the cranks 11110 in the ordinary crank shaft do.

From the foregoing description, taken in connection withthe accompanying draw; ings, the advantage of the construction and operation of the crank shaft shown will be 126) readily understood by those sln'lled in the art to which the invention pertains. I desire to have it understood that the shaft shown is merely illustrative and that such changes may be made as are within the scope of the 12% appended claims.

I claim:

1. A crank shaft, the successive crank bearings of which are at an angle of 216. measuring in the direction of rotation.

5 2. A multiple crank-shaft comprising a series of alined main bearings and successive crank bearings which are at an angle of 216 degrees measured in the direction of retation, as shown and described, whereby when two cranks are on the working stroke, 10 at least three main bearings carrythe load.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

' JOSEPH E. HOLVECK.

Witnesses:

' JENNIE B. McCoRMmx,

LYDIA B. MCKELVY. 

